ryder



E'. M. "r. RYDER June 24 RAIL Filed 00%.. s, 1923 Inventor.

Patented June 24, 1924.

ELY M. T. RYDER, OF YONKERS, NEW YORK.

RAIL.

Application filed October 3, 1923. Serial No. 666,279.

To all whom it may concern Be it known that I, ELY M, T. RYDER, a citizen of the United States, residing at Yonkers, in the county of VVestchester and State of New York, have invented certain new and useful Improvements in Rails, of which the following is a specification.

When rails are laid in paved track it is desirable to have the heads of the rails in the closest practicable contact in order to prevent the wheels jumping across the open joint between rail heads, which eventually results in forming a depression or cup 011 the head of the receiving rail, to prevent the wheels from hammering or rolling down the ends of the rails into the space between the rail ends and to provide frictional sup port between rail heads which, where the pressure is sufiiciently great, prevents relative motion between the heads of the two adjacent rails, and thus insures their acting in a large degree as a continuous rail.

Experience has shown, particularly with certain types of rails, that, in order to avoid having open joints at the running surface of the rail head, it is necessary slightly to undercut the rail, for example, one-sixteenth of an inch, at the end of each rail, as, otherwise, variations in the accuracy of the cutting of the rails, or in the grade or alignment of the track, may cause the rails to touch at the bottom and be open at the top. Undercutting the rails in this .ananner has been common practice. Where rails are undercut in this manner, however, and the top edges only are in contact, then when wear takes place, the rail ends are no longer in contact.

In accordance with my invention the foregoing difliculties are overcome.

My invention will best be understood by reference to the accompanying drawings, in which Figure 1 is an end view of a track rail of the Trilby type embodying my invention and Fig. 2 is a fragmentary side view thereof; Fig, 3 is an end view of a T-rail embodying my invention and Fig. 41 is a fragmentary side view thereof.

Like reference characters indicate like parts throughout the drawings.

Referring now to the drawings, and first to Figs. 1 and 2, 10 is a track rail of the than the variation in the depth.

Trilby type provided with a head 11, web

12 and base flange 13, and a lip portion 14;. Track rails of this general type have generally been finished at their ends by undercutting the rail, for example, one-sixteenth of an inch, from the top of the head, indicated at the point 15 in Fig. 2, along the line 16, the upper portion of this line being dotted, as at 17, to indicate the end surface of the head as it is formed by the undercutting operation. The space between the dotted line 16, which is erected from the point 15 perpendicular to the longitudinal axis of the rail, indicates the extent of the I undercutting operation,

In accordance with my invention, the end of the track rail is also undercut, and preferably to a greater extent than in standard practice. The head of the rail is then milled or otherwise cut to a plane which is perpendicular to the longitudinal axis of the rail, and as indicated at 18. The ends of the heads of two adjacent rails are brought into contact, and as the area in contact would be, for example, only, an inch or an inch and a half in depth, and say one-sixth the depth of the rail, a slight variation, either due to error in cutting or grade or alignment in laying the rail, would be neg ligible, and the heads of the rails would still be in substantial contact throughout. In fact, the variation in width of the head and lip would be more likely to be material Such variation in the width, however, can to a considerable extent be taken care of during the operation of laying the tracks, as a saw out can be made between the lips of the adjacent rails, if necessary, and/or between the outsides of the heads, thus leaving a limited area at the end of one rail which is in c0ntact with the corresponding area of the adjacent rail. In Fig. 1 I have shown the ends of the lip portions slightly cut away, as at 19, so that the head portion 20 only of one rail is in contact with the head portion of an adjacent rail.

In Figs. 3 and 4 I have illustrated my invention applied to a T-rail 10, having a head 11*, a web 12 and a base flange 13", in which the rail is undercut from the line 16 as in the case of Figs. 1 and 2, and the head I claim:

1. A track rail having the head out to a plane substantially perpendicular to the longitudinal axis of the rail, and the remaining portion of the rail undercut from said head to the bottoin of the rail.

2. In a track, tWo end-to-end adjacent track rails having their heads at their adjacent ends cut to planes substantially perto the bottoms of the rails,

3. In a track, tWo end-to-end adjacent track rails having their heads at their adjacent ends cut to planes substantially perpendicular to the longitudinal axes of the rails and in Contact, and having the remaining portions of the adjacent'ends undercut from the heads to the bottoms of the rails.

ELY M. T. RYDER. 

